Combustion engine throttle control

ABSTRACT

A system for preventing an internal combustion spark ignition engine from dieseling after the ignition thereof has been shut off. Said system includes manually operable means for moving the carburetor throttle toward a position wherein a minimum of fuel/air mixture is directed to the intake manifold and combustion chambers. The operator of the vehicle by so moving the carburetor throttle when the ignition is off and the engine is dieseling halts said dieseling causing the engine to cease cycling.

United States Patent mu Hollins 1 1 Feb w, 1974 1 1 COMBUSTION ENGlNlE THROTTLE CONTROL [76] Inventor: Jesse ll. llollins, One Chester Dr,

Great Neck, NY. 11554 22 Filed: Feb. 14, 1972 21 Appl. No.: 225,875

[52] US. Cl. 123/1198 DB, 74/513, 123/98, 123/DIG. 11, 180/82 [51] hit. Cl F1121) 77/118 [58] Field of Searc1n123/98, 198 D, 198 DE, 198 B,

l23/DIG. 11; 74/513; 180/82, 82.1

[5 6] References Cited UNITED STATES PATENTS 2,622,575 12/1952 Stump 123/98 2,358,597 9/1944 Russell 75/513 X 1,925,987 9/1933 King et a1 123/198 DB 2,817,325 12/1957 Meissner 123/DlG, 11 3,682,148 8/1972 Harrison et a1 123/198 DB X Primary Examiner-Al Lawrence Smith [57] ABSTRACT A system for preventing an internal combustion spark ignition engine from dieseling after the ignition thereof has been shut off. Said system includes manually operable means for moving the carburetor throttle toward a position wherein a minimum of fuel/air mixture is directed to the intake manifold and combustion chambers. The operator of the vehicle by so moving the carburetor throttle when the ignition is off and the engine is dieseling halts said dieseling causing the engine to cease cycling.

5 Claims, 1 Drawing Figure COMBUSTION ENGINE THROTTLE CONTROL CROSS REFERENCE TO RELATED APPLICATIONS United States Patent application Ser. No. 104,990

filed Jan. 8, 1971 for Vehicle Engine Fuel Control Accelerator Override by Jesse R. Hollins.

BACKGROUND OF THE INVENTION 1. Field of the Invention Vehicle internal combustion spark ignition engine anti-dieseling control means 2. Description of the Prior Art Many motor vehicle manufacturers are now making internal combustion spark ignition engines which operate on low lead or no lead low test gasoline. Many of these engines as well as other motor vehicle internal combustion spark ignition engines encounter the problem of the engine dieseling (operating without spark ignition) when the ignition is turned off despite the carburetor throttle being in the engine idling position.

In an attempt to avoid dieseling, which is undesirable, the prior art utilized an electrically operated solenoid core pin mechanism which was positioned adjacent the carburetor. The core pin mechanism included a solenoid coil and a core pin. Upon the solenoid coil being energized the core pin was placed in an extended position, which position limited the movement of the carburetor throttle in a direction to decrease the rotational speed of the vehicle internal combustion engine. Usually the core pin, in its extended position, limited the movement of the carburetor throttle to a position which corresponded to the engine idling condition. The solenoid coil was energized when the vehicle ignition was turned on and alternatively de-energized when the ignition was turned off. Upon the solenoid coil being de-energized the core pin was retracted (usually under the influence of a spring) allowing the carburetor throttle to move to its fully retracted position. This caused the fuel/air control butterfly valve within the carburetor to reduce the flow of the fuel/air mixture to the intake manifold and the combustion chambers. Consequently, the engine did not run with the ignition off. Sometimes sticking in the accelerator control linkage prevented the carburetor throttle from moving to its fully retracted position with the ignition off and the solenoid pin in its retracted position which allowed sufficient fuel/air mixture to be directed to the engine intake manifold and combustion chambers so that the engine dieseled despite the ignition being off.

Many drivers kept the accelerator pedal depressed (and correspondingly the carburetor throttle positioned to maintain the engine above the engine idling speed) when the ignition was being shut off believing this made re-starting easier. This prevented the carburetor throttle from moving to its fully retracted position which otherwise occurred since with the ignition off the solenoid coil was de-energized. As a conse quence thereof, the fuel/air mixture flowed to the intake manifold and combustion chambers causing the engine to continue to run (diesel) even though the ignition was off.

Most vehicle operators did not realize that maintaining the accelerator pedal depressed as the ignition is shut off was a prime cause of the engine dieseling.

Many vehicle operators recognized the undesirableness of a vehicle engine dieseling when the ignition was off and upon this happening brought the vehicle to a repair-facility for an engine tune up, Usually this involved the mechanic starting the engine and then turning the ignition off to check for dieseling but since the mechanic was aware of the undesirable results in maintaining the accelerator pedal depressed he did not, while turning the ignition off, depress the accelerator pedal. Hence, the mechanic did not encounter dieseling after shutting off the ignition since he was not in any way inhibiting the carburetor throttle from attaining its maximum retracted position. Thus, unless the mechanic was aware of the cause of the engine dieseling, i.e. the operator maintaining the accelerator pedal depressed as the ignition was shut off, the operator was still plagued with this problem even though the engine had been checked and found to be in proper working order by the mechanic.

Continuous energization of the solenoid coil for the core pin which occurred while the ignition was on was undesirable as a solenoid operating for substantial continuous periods of time has a tendency to overheat, short circuit or burn out.

In those instances wherein the solenoid coil malfunctioned in the absence oi the accelerator pedal being depressed while the vehicle is in motion the carburetor throttle moved to its fully retracted position so that a minimum of fuel/air mixture flowed to the intake manifold and engine combustion chambers which caused the engine to stall resulting in a loss of power steering and power brakes. Since many servicemen are unfamiliar with the malfunctioning of the core pin solenoid they attempted to prevent the engine stalling by adjusting the throttle return limit screw to keep the throttle sufficiently open to maintain the engine running. This was undesirable since it prevented the carburetor throttle from moving to its fully retarded position with the engine off.

Other drawbacks of utilizing solenoid actuated core pins are their initial installation costs and replacement costs.

In my above-identified co-pending patent application a system is disclosed for controlling the rotational speed of a vehicle internal combustion engine even when the accelerator control linkage is stuck. However, in said co-pending patent application no means is disclosed for preventing the engine from undesirably dieseling.

SUMMARY OF THE INVENTION 1. Purposes of the Invention It is, therefore, an object of the present invention to provide an improved means for preventing a vehicle engine from continuing to run (diesel) when the ignition therefor is off.

Another object of the present invention is to provide improved means that overcome the drawbacks noted above in the prior art solenoid actuated core pin systems and yet prevents an engine from continuing to run (diesel) after the engine ignition is off.

Still a further object of the present invention is to provide an inexpensive and trouble free means for preventing an engine from continuing to run (diesel) when the ignition therefor is shut off and for maintaining the engine carburetor throttle in at least an idle position when the engine is running.

2. Brief Description of the Invention According to the present invention the foregoing as well as other objects are achieved by a systemm which includes a first spring for biasing the carburetor throttle of an internal combustion spark ignition engine towards a retarded position which position minimizes the flow of the fuel/air mixture to the engine intake manifold and combustion chambers. Spring biasing means, which includes a second spring stronger than the first spring, is provided and includes a pin which resists the carburetor throttle from moving beyond an engine idling position to an engine off position under the influence of the first spring.

Manually operated means is provided for moving the carburetor throttle against the bias of the spring biasing means to a position wherein the fuel/air mixture flowing to the engine intake manifold and combustion chambers is so limited that the engine will not run. An accelerator control linkage is provided for selectively positioning the carburetor throttle.

During spark ignition engine operation, with the accelerator pedal being in its non-depressed position, the pin under the bias of the second spring maintains the carburetor throttle in the engine idle position. Depressin of the accelerator pedal moves the carburetor throttle to increase the rotational speed of the engine against the bias of the first spring. The movement to the carburetor throttle to increase the rotational speed of the internal combustion engine moves said carburetor throttle to a position wherein it is no longer in contact with the pin. If total pressure is removed from the accelerator pedal the first spring moves the carburetor throttle in a retarding direction until the same reaches a position wherein it contacts the pin which position corresponds to the idle operation of the engine.

If the ignition is turned off and the engine continues to run (diesel) the vehicle operator, via the manual means, moves the carburetor throttle to a position wherein the fuel/air mixture directed to the intake manifold and the internal combustion engine chambers is so limited that the engine ceases operation. As this is occurring the pin is moved to a position wherein the bias of the second spring is overcome.

Other objects of the invention will be pointed out hereinafter.

The invention accordingly consists in the features of construction, combination of elements and arrangements of parts which will be exemplified in the combustion engine throttle control hereinafter described and of which the scope of application will be indicated in the appended claims.

BRIEF DESCRIPTION OF THE DRAWINGS In the drawings the FIGURE is a schematic, partially broken illustration of the embodiment of the present invention.

BRIEF DESCRIPTION OF THE PREFERRED EMBODIMENT In the FIGURE a system according to the present invention is schematically shown for controlling the operation of an internal combustion spark ignition engine 10. It is to be understood that internal combustion engine 10 is mounted in a vehicle but that the vehicle has not been shown since any conventional vehicle could be used and the specific type of vehicle in no way forms a part of my present invention. Additionally, the

specific type of engine that is utilized is of no significance insofar as the practice of my invention is concerned. Internal combustion engine 10 includes an intake manifold 12 as is conventional and located thereon is the carburetor mechanism 14. Carburetor mechanism 14 includes a choke butterfly valve 16 mounted in the carburetor neck 18.

A carburetor throttle (accelerator control arm) 20 is secured to the carburetor as is conventional and is pivotal about a pivot point 22 which may be defined by any conventional structure. Rotatable with carburetor throttle 20 is a butterfly valve 21 which also is conventional. Rotation of the carburetor throttle in a clockwise direction results in the speed of rotation of internal combustion engine 10 increasing as is conventional while counter clockwise rotation of carburetor throttle 20 decreases the rotational speed of internal combustion engine 10. Maximum counter clockwise rotation of the carburetor throttle 20 results in there being a minimum amount of fuel/air mixture transferred to the engine intake manifold and the combustion chambers.

Carburetor throttle 20 includes a slot 24 at its bottommost portion for a reason that will soon be readily apparent.

A bracket 26 is secured to the top of the intake manifold or the carburetor flange and a carburetor throttle coil spring 28 has one end attached to the uppermost portion of the bracket. The other end of spring 28 is secured to the upper portion of carburetor throttle 20 and said spring is always under sufficient tension so as to urge the throttle to rotate in a counter clockwise direction towards a position wherein the flow of the fuel- /air mixture to the engine intake manifold and the combustion chambers is minimized.

A pivotal accelerator foot pedal 30 is shown and secured thereto is a rod 32 which extends through fire wall 34. An L-shaped bracket 36 is secured to the engine side of flre wall 34 and pivotally affixed to the portion of bracket 36 furthest from fire wall 34 is a lever 38. The pivotal connection between lever 38 and bracket 36 is at the approximate mid-section of said lever with rod 32 pivotally affixed to the lowermost portion of lever 38. A rigid rod 40 is pivotally secured to the upper end of lever 38 and secured to the other end of said rod is aclosewound force transmitting tension coil spring 42. Spring 42 is fastened to the upper portion of carburetor throttle 20 and this can be done at the same location on the arm where spring 28 is secured thereto. Spring 42 is substantially stronger than spring 28 but is sufficiently weak to be manually expanded.

A control knob 44 is located on the driver side of dash panel 46 and is secured to a flexible spring wire cable 48 which is enclosed and shiftable within a flexible sheathing 50. Sheathing 50 is fixed to dash panel 46 and passes through fire wall 34 with the free end of said sheathing being held against axial movement by a clamp 54, said clamp being mounted on a bracket 52 that is secured to intake manifold 12 or to the carburetor flange. Cable 48 extends beyond clamp 54 and passes through slot 24 in carburetor throttle 20 and securely fastened at approximately the end of flexible cable 48 is a cable stop 56. In the idle position of carburetor throttle 20 which is shown in the FIGURE, cable stop 56 is spaced from carburetor throttle 20 by the segment of cable which extends through slot 24 to allow the carburetor throttle to freely move through its entire range of travel upon the vehicle operator applying pressure to accelerator pedal 30.

Also secured to intake manifold 12 is a brecket 58. Secured to bracket 58 is a housing sleeve 60 having a closed end 62 and an open end 64. Slideable within sleeve 68 and projecting outwardly from the open end thereof is a pin 66 which is cylindrical in cross section, externally rounded at its leftmost end and has a flat internal stop S in its interior. Pin 66 is hollow going from the internal stop to its rightmost portion. Extending through an opening in the closed end 62 of sleeve 60 in non'threaded engagement is a shaft 68 which is threaded at its right end. The left end of shaft 68 extends into the interior of pin 66 and is secured to stop S. A nut 78 is in threaded engagement with the right end of shaft 68 and normally in abutment with the outside surface of end 62 of sleeve 60. Positioned within sleeve 60 is a compression spring 72 which surrounds shaft 68 and has two ends. One end of compression spring 72 is in abutment with the inside surface of end 62 of sleeve 60 whereas the other end of said sleeve abuts the flat inside stop of pin 66. Itis to be appreciated that spring 72 is stronger than spring 28.

In normal engine operation and without pressure being applied to pedal 30, nut 70 is adjusted so that spring 72 maintains pin 66 in contact with carburetor throttle 20, which is biased counter clockwise by spring 28, and maintains said carburetor throttle in a position corresponding to the idling speed of engine 10. Since spring 28 is weaker than spring 70, the pin resists spring 28 moving carburetor throttle 20 past the idle position. Depression of accelerator pedal 30 causes lever 38 to rotate in a clockwise direction pulling rod 40 to the right. As a result a tensile force is applied to spring 42 which stays in its close wound condi tion and applies a force to carburetor throttle 20 rotating it clockwise increasing the operating speed of engine 10.

Spring 28 stretches as a result of the clockwise rotation of carburetor throttle 20 while spring 42 does not expand appreciably if at all. It is to be appreciated that the clockwise rotation of carburetor throttle 20 moves the lower portion thereof out of contact with pin 66 the movement of which is limited by nut 70 abutting end 62. This is because compression spring 72 and nut 70 maintain said pin when extended in a position corresponding to the idle position of carburetor throttle 20 with the carburetor throttle abutting said pin under the bias of spring 28 when the accelerator pedal is not depressed. Clockwise rotation of the accelerator throttle moves said throttle out of contact with said pin.

If for some reason the accelerator control linkage should stick with carburetor throttle 20 positioned so that engine is operating faster than idling speed knob 44 can be pulled to restore the carburetor throttle to its idling position. This occurs because movement of knob 44 away from dashh panel 46 pulls cable 48 through slot 24 of carburetor throttle 20. The distance knob 44 must be pulled from dash panel 46 for stop 56 to abut carburetor throttle 20 depends upon the position of the carburetor throttle. Thus knob 44 will have to be moved further from dash panel 46 to bring cable stop 56 in contact with carburetor throttle 20 if the carburetor throttle is in a position causing engine it to operate at higher than idling speed. In any event, with knob 44 in the position seen in the FIG- URE a lost motion always exists between cable stop 56 and carburetor throttle 20. Pulling on knob 44 causes cable stop 56 to move the carburetor throttle in a counter clockwise direction expanding spring 42 and reducing the tension on the spring 28. As a consequence thereof the speed of engine 10 is decreased. Extended pulling on knob 44 results in carburetor throttle 20 being rotated to the engines idling position and being brought in abutment with pin 66. As previously mentioned, spring 42, although stronger than return spring 28, is weak enough to yield under the force exerted by the operator pulling on knob 44.

The pulling on knob 44 without expansion of spring 42 may be sufficient to move the carburetor throttle back to its motor idling speed operating position if the linkage is not frozen (stuck) too tightly. Of course, if the linkage is tightly frozen it will not be moved back to its motor idle position as a result of pulling on knob 44 but the spring 42 will yield.

With the accelerator linkage frozen it is still possible to drive the car by appropriately manipulating control knob 44. More specifically, if the cable control knob 44 has been pulled away from dashboard panel 46 moving cable 48 so that cable stop 56 is in abutment with the carburetor throttle which is in its motor idling position, spring 42 will be expanded. Movement of control knob 44 towards dashboard panel 46 causes cable 48 to retract causing cable stop 56 to no longer be tightly held against carburetor throttle 2t) and spring 42 which was expanded contracts rotating carburetor throttle 20 in a clockwise direction stretching spring 28 until the carburetor throttle moves the distance allowed by the position of the cable stop as desired by the vehicle operator. As a. result, the speed of engine 10 will be increased above its idling speed and the vehicle is placed in motion if the vehicles shift lever is in a gear engaging position. Further movement of control knob 44 towards dashboard panel 46 similarly results in more clockwise rotation of carburetor throttle 20 with corresponding increases in the engine speed. If it is then desired to reduce the engine speed, knob 44 is pulled away from the dashboard panel with the result that cable stop 56 causes carburetor throttle 20 to rotate in a counter clockwise direction increasing the amount spring 42 is expanded and reducing the stretching of return spring 28.

Thus by varying the position of cable knob 44 rela tive to the dash panel 46 the speed of operation of engine It) is controlled whereby the vehicle can be driven at a desired speed to a service facility for repair even if the accelerator control linkage is frozen.

If the operator turns the ignition off and the engine continues to run (diesel), sufficient pulling on knob 44 will result in stop 56 moving carburetor throttle 20 in a counter clockwise direction so that pin 66 is moved to the right against the bias of spring 72 compressing said spring and moving portions of shaft 68 through end 62 and nut 70 away from said end. Sufficient counter clockwise movement of the carburetor throttle results in sufficient reduction of the flow of the fuel/air mixture to the engine intake manifold and the combustion chambers to stop the dieseling. After the engine lated. Specifically, as nut 70 is moved axially along shaft 68 towards the right end thereof spring 72 moves pin 66 and shaft 68 to the left with the abutment of said nut and end 72 limiting the leftward movement of said shaft and pin. The leftward movement of pin 66 has the effect of causing the carburetor throttle to abut said pin at a position corresponding to an increased engine speed. Alternatively, as nut 70 is moved to the left relative to shaft 68 pin 66 and said shaft are pulled to the right. Thus pin 66 projects correspondingly less from housing 60 so that carburetor throttle abuts said pin at a position which corresponds to a proportionately lower engine speed.

It is to be appreciated that while I have shown, in the drawings accompanying this application, a carburetor throttle which increases the rotational speed of the combustion engine upon being rotated in a clockwise direction that my invention would work equally well with a carburetor throttle which is designed to increase the rotational speed of a combustion engine by being rotated in a counter clockwise direction.

If desired, the spring loaded carburetor throttle stop pin may be incorporated in the carburetor throttle in a manner so that it abuts the fixed stop member, the automatic choke cam member, the engine-when-cold speed up member, or the engine speed up member when the air conditioner compressor is in operation.

It thus will be seen that there is provided a combustion engine throttle control which achieves the various objects of the invention and which is well adapted to meet the conditions of practical use.

As various possible embodiments might be made of the above invention, and as various changes might be made in the embodiment above set forth, it is to be understood that all matter herein described or shown in the accompanying drawings is to be interpreted as illustrative and not in a limiting sense.

Having thus described the invention there is claimed as new and desired to be secured by Letters patent is:

1. A system for preventing a spark ignition internal combustion engine from running after the ignition therefor has been shut off and for controlling the rotational speed of the spark ignition internal combustion engine when the accelerator control means linkage sticks comprising an accelerator control means for controlling the rotational speed of an engine, said accelerator control means having an engine off and an engine idle position, a first biasing means for urging said accelerator control means towards the engine off position, a second biasing means for urging said accelerator control means to the engine idle condition, said second biasing means being stronger than said first biasing means, an accelerator control means linkage for controlling the position of said accelerator control means, said accelerator control means linkage including a third biasing means stronger than said first biasing means and through which a force to said accelerator control means is transmitted, operator actuateable means for moving said accelerator control means toward the engine off position against the bias of said second biasing means and against the bias of said third biasing means when said accelerator control means linkage is stuck in a position so that said accelerator control means causes the rotational speed of the engine to operate continuously above idle speed whereby when said accelerator control means linkage is stuck and the rotational speed of the engine is decreased by utilizing said operator actuateable means said operator actuateable means can be released and said third biasing means will cause said accelerator control means to move against the bias of said first biasing means so that the rotational speed of the engine is increased.

2. A system according to claim 1 wherein said operator actuateable means includes a kinematic linkage movable with respect to said accelerator control means and in unison therewith.

3. A system according to claim 1 wherein said second biasing means includes a member and a first spring,

said first spring urging said member in contact with said accelerator control means when said accelerator control means is in the engine idle position.

4. A system according to claim 3 wherein means is provided for changing the bias said first spring exerts on said member and the position at which said accelerator control means contacts said member.

5. A system according to claim 4 further including a housing, said housing having an open end and a closed end with said member projecting outwardly from said open end a maximum amount during engine idling condition, a shaft extending through the closed end of said housing and having a threaded portion extending outwardly of said housing, said member movable with said shaft and vice versa, said changing means including a nut in engagement with the threaded portion of said shaft outside said housing, and said first spring surrounding said shaft and abutting said member and said housing closed end. 

1. A system for preventing a spark ignition internal combustion engine from running after the ignition therefor has been shut off and for controlling the rotational speed of the spark ignition internal combustion engine when the accelerator control means linkage sticks comprising an accelerator control means for controlling the rotational speed of an engine, said accelerator control means haVing an engine off and an engine idle position, a first biasing means for urging said accelerator control means towards the engine off position, a second biasing means for urging said accelerator control means to the engine idle condition, said second biasing means being stronger than said first biasing means, an accelerator control means linkage for controlling the position of said accelerator control means, said accelerator control means linkage including a third biasing means stronger than said first biasing means and through which a force to said accelerator control means is transmitted, operator actuateable means for moving said accelerator control means toward the engine off position against the bias of said second biasing means and against the bias of said third biasing means when said accelerator control means linkage is stuck in a position so that said accelerator control means causes the rotational speed of the engine to operate continuously above idle speed whereby when said accelerator control means linkage is stuck and the rotational speed of the engine is decreased by utilizing said operator actuateable means said operator actuateable means can be released and said third biasing means will cause said accelerator control means to move against the bias of said first biasing means so that the rotational speed of the engine is increased.
 2. A system according to claim 1 wherein said operator actuateable means includes a kinematic linkage movable with respect to said accelerator control means and in unison therewith.
 3. A system according to claim 1 wherein said second biasing means includes a member and a first spring, said first spring urging said member in contact with said accelerator control means when said accelerator control means is in the engine idle position.
 4. A system according to claim 3 wherein means is provided for changing the bias said first spring exerts on said member and the position at which said accelerator control means contacts said member.
 5. A system according to claim 4 further including a housing, said housing having an open end and a closed end with said member projecting outwardly from said open end a maximum amount during engine idling condition, a shaft extending through the closed end of said housing and having a threaded portion extending outwardly of said housing, said member movable with said shaft and vice versa, said changing means including a nut in engagement with the threaded portion of said shaft outside said housing, and said first spring surrounding said shaft and abutting said member and said housing closed end. 